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    00.00.00249 How To Manage Aircraft Systems Failures That Occur During Taxi

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    00.00.00249 How To Manage Aircraft Systems Failures That Occur During Taxi

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    184 views5 pages

    00.00.00249 How To Manage Aircraft Systems Failures That Occur During Taxi

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    HENIGUEDRI

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    © All Rights Reserved
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    of 5

    How to manage aircraft systems failures that occur

    during taxi?

    ATA: All FIN: Ref: 00.00.00249


    A/C Type: A300 A/C Serie: Topic: First Issue 02-NOV-2016
    A300-600 Date:
    A310
    A318
    A319
    A320
    A321
    A330
    A340
    A350
    A380
    Part Number: Last Publication 02-NOV-2016
    Date:
    Supplier:
    Linked Linked
    Articles: Documentation:

    Purpose of this Article:

    The purpose of this article is to provide some guidelines about the management of
    failures that occur on ground during taxi when the aircraft moves under its own
    power. This article is particularly focused on MEL handling in the case of failure
    between start of taxi and start of takeoff roll.

    Flight Operations and Training


    First Issue Date: 02-NOV-2016
    Last Publication Date: 02-NOV-2016

    Applicability:

    All Airbus aircraft

    Regulatory Basis:

    EASA and FAA require Operators to define procedures in their MEL for the
    management of failure that occurs during the taxi-out phase.
    For Operators under EASA regulations, the EASA Acceptable Means of Compliance
    (AMC) to part ORO.MLR.105(d)(3) defines the following rule that applies for MEL
    handling before takeoff:

    Note: In the EASA regulations, the commencement of the flight is defined as the
    moment when the aircraft starts to move under its own power for the purpose of
    takeoff (i.e. the taxi phase).

    Therefore, the EASA regulations require that Operators to define an appropriate


    guidance for the management of the operational consequences in the case of failure
    between start of taxi and start of takeoff roll.

    The EASA regulations also determine that the decision of the pilot should be based
    on their good judgment and airmanship.

    Finally, the EASA regulations provide the pilot with the option to consult the MEL to
    assist the process to make a decision.

    For Operators that comply with FAA regulations, the FAA regulations require that
    Operators establish a communication means between the Pilot In Command (PIC)
    and the aircraft dispatch organization and to apply the MEL when a failure occurs
    before takeoff.

    Refer to the following summary of FAA order 8900.1 - Volume 4 - Chapter 4 -


    Configuration Deviation List (CDL) and Minimum equipment List (MEL)
    Therefore, for the FAA, the MMEL remains the reference material for decision making
    for dispatch in the case of failure after start of taxi and before takeoff roll.

    Other National Aviation Authorities (NAA) developed their regulation that may be
    different to the EASA/FAA regulations. It is the responsibility of each Operator to
    individually check the applicable regulations.

    Management of Aircraft System Failure During Taxi

    As per Airbus policy for the management of ECAM procedures, the flight crew must
    first perform the ECAM actions (when applicable). After they should consider a
    potential system reset, then finally check the STATUS page.

     Apply ECAM

    On all Airbus aircraft (except the A350), a failure sensed by the Flight Warning
    System (FWS) is announced to the crew via a specific ECAM alert (e.g. F/CTL ELEV
    SERVO FAULT) for application.

    On the A350, a failure sensed by the FWS is announced to the crew via:
    - a specific ECAM alert (e.g. SMOKE LAVATORY DET FAULT) for
    application in addition to a specific dispatch message on the DISPATCH
    page (e.g. > SMOKE LAVATORY DET) as guidance for entry into the
    MEL, when applicable, or

    - a generic ECAM alert DISPATCH PAGE UPDATE (that appears on


    ground only) in addition to a specific dispatch message on the DISPATCH
    page (e.g. > AIR PACK 1 REGUL REDUNDANCY) as guidance for entry
    into the MEL, when applicable.

     Consider System or Computer Reset

    After the completion of the ECAM actions and before the check of the STATUS page,
    the flight crew may consider a SYSTEM RESET as per FCOM/QRH
    SYSTEM/COMPUTER RESET TABLE (as applicable).

    If the system reset is successful and the ECAM alert / Dispatch Message no longer
    appears, normal operation of the aircraft is recovered and the flight continues.

    Note: On the A350, the SYSTEM RESET TABLE in the FCOM includes, in addition to
    the ECAM alerts, the Dispatch Messages, for which a reset can be directly attempted
    by the flight crew.

     Verification of the STATUS page, if any

    An accurate reading of the STATUS page is essential to assess the aircraft technical
    status before takeoff.

    If the aircraft performance is affected by a system failure: e.g. engine thrust limitation,
    degradation of aircraft retardation systems (brakes, spoilers etc.), the flight crew
    should perform a new computation of aircraft performance before takeoff.

    Decision to Continue the Flight or to Return to Gate

    Provided that it is compliant with the NAA regulations and the Airline policy
    documented in the MEL, the Captain may decide to continue the flight based on their
    good judgment and airmanship.
    The decision should be taken based on the consideration of the operational effect of
    the failure for the current flight and for the next flight sectors.

    To better assess the situation, the Captain may also refer to the MEL, with the
    support of the Airline dispatch and/or maintenance organizations, as needed.

    If the aircraft technical status is compliant with the MEL dispatch conditions (including
    (o) procedure and operational restrictions, if any), the flight may continue.

    Note: It is not necessary to return to the gate to make a logbook entry and to issue
    a new Certificate of Release to Service (CRS). The failure must be reported in the
    technical logbook for the next flight.

    If the aircraft technical status does not comply with the MEL dispatch conditions and
    provided that the decision process complies with NAA regulation and the Airline
    policy, the Captain may decide to continue the flight.
    The following guidelines may help the Captain to better assess the situation for the
    current flight and for next flight sectors:

    o Confirm the availability of the maintenance support at destination to prevent


    operational disturbances (e.g. to prevent a potential Aircraft On-Ground (AOG)
    situation at destination)

    o Consider the performance penalties as informed in the MEL (i.e. takeoff


    performance, fuel consumption increase, etc.)

    o Consider the operational restrictions as informed in the MEL (e.g. loss of the
    RNP AR capability, degradation of the landing capability, degradation of the
    RVSM/RNP capability, degradation of the ETOPS capability, etc.)

    o Consider the environmental restrictions as informed in the MEL (e.g. OAT


    limitations, icing conditions limitations)

    o Consider the crew workload

    o Consider the possible inter-relationship between all deferred MEL items


    (cumulative dispatch conditions requirements, etc.)

    Conclusion

    As per regulations, the Operator must define in its MEL a procedure for the
    management of failures that occur on ground during taxi when the aircraft moves
    under its own power.

    When a failure occurs during taxi, as per local regulations and Airline policy, the
    Captain may decide to continue the flight after the assessment of the situation
    elaborated based on ECAM information.
    Communication with dispatch and/or maintenance organizations with the consultation
    of the MEL may help the flight crew to better assess the situation.
    The final decision to dispatch the aircraft is the responsibility of the Captain. This
    decision should be based on operational consideration that may impair the current
    flight or the subsequent missions of the aircraft.

    In all cases, a process to make a Captain’s decision must be defined in the


    Operator’s MEL in accordance with their NAA regulations.

    © Airbus SAS, 2017. All rights reserved. Confidential and proprietary document.The technical information
    provided in this article is for convenience and information purposes only. It shall in no case replace the
    official Airbus technical or Flight Operations data which shall remain the sole basis for aircraft
    maintenance and operation. These recommendations and information do not constitute a contractual
    commitment, warranty or guarantee whatsoever. They shall not supersede the Airbus technical nor
    operational documentation; should any deviation appear between this article and the Airbus or airline's
    official manuals, the operator must ensure to cover it with the appropriate document such as TA, FCD,
    RDAS. Access to WISE is supplied by Airbus under the express condition that Airbus hereby disclaims any
    and all liability for the use made by the user of the information contained in WISE. It shall be used for
    the user's own purposes only and shall not be reproduced or disclosed to any third party without the
    prior consent of Airbus.

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